The 2UZ-FE 4.7 V8 engine debuted in 1998 and was produced until 2011. It’s a fantastic engine that provides an admirable blend of power, lifespan, and dependability. The Toyota V8 is obviously not strong in terms of fuel efficiency, though. Furthermore, no engine is flawless, and that also holds true for this one.
The Toyota 2UZ-FE has a lot of problems, mostly with cracked exhaust manifolds. On most models, keep an eye out for these issues to arise, but earlier models are more vulnerable to the manifolds shattering. Since it is an interference engine, replacing the timing belt is a crucial maintenance task. Water pumps may also experience leaks. It is an easy component to change in addition to the timing belt.
The Toyota 2UZ-FE 4.7L engine offers outstanding reliability all around. It has a sturdy, long-lasting design. If you keep up with maintenance, there’s a good chance the 2UZ-FE will reward you with a long, dependable, and satisfying life.
In This Article...
How long will the 4.7 V8 engine last?
The 4.7L V8 PowerTech engine in Chrysler, Dodge, and Jeep frequently experiences the following issues:
- System for Cooling
- Head Seal
- Leaky Valve Cover
- Valve Seat Defect
Below, we’ll go over each of these issues in more detail. It’s crucial to remember that just because something is on this list does not necessarily guarantee that every PowerTech engine will experience similar issues. Furthermore, the Chrysler 4.7L Magnum V8 is now between 12 and 20 years old. All engines are prone to problems and breakdowns, especially as they age and travel more. Age can cause seals, hoses, and gaskets to harden and crack. The 4.7L PowerTech isn’t going to be as dependable as modern engines, to put it simply.
The greatest Toyota V8 engine.
This greatest Japanese engine was made to be dependable, tough, and surprisingly affordable in addition to having a tremendous amount of horsepower.
Distinct cars have unique engine configurations that are created based on the placement of their cylinders and serve different purposes. Vehicles can have a variety of cylinder configurations, including straight, flat, W, U, and V engines, among others. As was already noted, several engines’ configurations in cars fulfill various functions.
The arrangement of the cylinders on two distinct, opposing planes with an angle in betweenwhich typically ranges between 60 and 90 degrees or even more in certain enginesgives the V engines their name. V configurations are frequently utilized in current generation engines since they can fit in most cars and help save space.
The standard notation for V engines is V#, where # stands for the engine’s cylinder count. A V8 engine, for instance, has eight (8) cylinders arranged in a V pattern. Cylinders in a “V” engine can range in number. V6 and V8 engines can be found in sports cars, pick-up trucks, and SUVs, while V2 and V4 engines are frequently seen in motorcycles and were also employed in early automobiles.
Are Toyota V8s trustworthy?
You’ve probably heard of engines like the 22 R-E, 2UZ-FE, and 1GR-FE if you’re a serious Toyota aficionado. The reliability and usability of Toyota’s trucks and SUVs were really cemented by these engines. However, Toyota debuted their largest engine to date in 2006: the 3UR-FE 5.7L V8.
One of the best engines for a full-size pickup truck or SUV is the Toyota 5.7 V8. It has been utilized by Toyota for the past 14 years with good reason: it provides both dependability and outstanding performance data. The engine’s poor fuel efficiency is its sole serious flaw.
How durable are Toyota V8 engines?
The typical Toyota engine has a lifespan of between 250,000 and 300,000. Accordingly, the engine in your Toyota vehicle should continue to function properly for 16 to 20 years before it needs to be replaced.
How durable is a Toyota V8?
The quick answer to how long the Toyota Land Cruiser lasts is as follows: The Toyota Land Cruiser may last you anywhere from 15 to 20 years or more with proper maintenance. The Land Cruiser can withstand over 300,000 miles of demanding use before breaking down because to its tough design.
What is the horsepower capacity of a 4.7 liter V8 engine?
The Dodge 4.7 engine has two variants, as previously indicated, and an update starting in 2008. These are the engine’s specifications:
First-Generation
The PowerTech engine has a 4.7L (4,698cc) or 286 cubic inch displacement with a 3.66 in x 3.405 in bore and stroke (93mmx 86.5mm). The engine has two valves per cylinder, a cast-iron block, and aluminum heads. Future iterations of the engine will have a higher compression ratio than this one, which is 9.0:1.
The Dodge 4.7L engine’s initial output was 235 horsepower at 4,600 revolutions per minute (rpm), with a maximum of 6,000. At 4,000 rpm, the torque reaches its maximum of 295 lb-ft, or 400 Nm.
Litl_Jay
RIP 318. maybe the most resilient and long-lasting gasoline engine ever constructed. Forgive me. I believe there is something in my eye.
Those who want to trade their freedom for security won’t get either one, nor do they deserve it. Theodore Jefferson
-READER NOTE-: In case Jerry responds, kindly disregard him. He is only my groupie who has started stalking me and attempting to ignite a flame war. I advise you to add him to your killfile, just as I did.
Which Toyota motor is the most dependable?
The first word that comes to mind when most people think of “Toyota is “quality. Toyota is known for producing dependable cars that last for many years. Of course, a dependable engine is found within every dependable vehicle. When you purchase a Toyota vehicle, you are investing in high-quality equipment that will serve you for many years. The engines of these cars are a major factor in this. We have a huge selection of new and used Toyota cars at Orangeville Toyota in Orangeville, Ontario, all ready for you to test drive. We shall discuss some of the greatest Toyota engines ever produced in this blog.
The 2JZ-GTE is the well-known turbocharged inline 6-cylinder found in the Toyota Supra. It has an incredibly robust cast-iron engine block, aluminum heads, and maybe the smoothest twin-turbo engine acceleration ever.
Toyota gained a reputation for producing rugged, dependable vehicles thanks to the 22R-E. The 22R-E was first manufactured in 1982, and in 1984 it was made standard on Toyota pickup trucks and 4Runners. Through 1995, Toyota continued to sell the 22R-E in its pickup trucks and on the 4Runner. The 22R-E was Toyota’s last iteration of its “engines from the R series, which were originally manufactured in 1953. The R engine series has a lengthy, illustrious history, much like Chevrolet’s small-block V8. One of the longest production runs for a Toyota engine had a fitting conclusion with the 22R-E.
The rear-wheel-drive Scion FR-S (also known as GT-86) coupe is powered by the 4U-GSE engine. The 4U-GSE, a horizontally opposed 4-cylinder, was created in collaboration with Subaru. The motor combines Subaru’s well-known dependability “together with the ground-breaking D4-S combo port and direct injection system from Toyota. The engine, which is built to rev, puts out 197 horsepower at 7,000 RPM. The engine is well-liked by fans and is fitted with a 6-speed transmission in the 2,800-pound Scion FR-S (also known as the Toyota GT-86 or the Subaru BRZ).
The T series engine, which was produced between 1970 and 1985, was largely responsible for Toyota’s emergence as a global powerhouse. The T-series was available in the Corolla, Celica, and Corona and had unbeatable dependability, exceptional fuel efficiency, and respectable performance. Numerous instances of the engine’s excellent durability are still in use today.
The 1GD-FTV is a super-efficient 4-cylinder, 2.8L diesel engine and one of Toyota’s newest engines. The 1GD-FTV, which has 174 horsepower and 330 lb-ft of torque, is found in Toyota Hilux pickup trucks and Land Cruiser Prado SUVs. The 1GD, which produces 25% greater torque and is 15% more fuel-efficient, takes the place of the 1KD. NOx emissions are decreased by 99% when selective catalytic reduction (SCR) is used. Possibly the most cutting-edge diesel engine now in use is the 1GD-FTV.
Which engine has ever been the most dependable?
Newer technologies are also employed to create new designs and new engines as part of the ongoing effort to push new breakthroughs in the automotive sector to make today’s cars better, more fuel-efficient, emit fewer pollutants, and occasionally have more power. However, one of the most frequent queries that consumers have when buying a car is “how reliable is it?” The average buyer desires a durable product that won’t malfunction.
It serves as our means of transportation to travel from A to B, hopefully with a little entertainment thrown in as a bonus. Why bother if it can’t perform its function? Unless, of course, it’s an intentionally constructed project car. You would still need a daily driver, and you want it to be as dependable as ever even then. So, we’re here to demonstrate the most dependable engines ever created.
Is the Toyota 4.6 V8 an effective motor?
The 2017 Toyota Tundra is a pickup truck that we’ve always considered to be reliable, sturdy enough to do hefty tasks in the real world. Particularly the 5.7-liter V-8 has always stood out as a hot-rod power plant with cutting-edge technology.
However, the pickup truck market has evolved in the past year, and mileage has grown in importance as a selling point. Ford and GM now offer full-size pickup trucks that can achieve 21 mpg on the highway, but you must select a highly specialized 4×2 package to do so. The new highway criteria for a 1/2-ton vehicle is 19 or 20 mpg, and up until today, Toyota didn’t have a pickup that could compete in that range.
Enter the 4.6-liter V-8 engine, the newest Tundra powerplant. It produces greater power and torque than the previous 4.7 V-8 engine, and a six-speed transmission is mated to it to assist the 2010 Toyota Tundra achieve significantly improved fuel economy. The 4.6 V-8 is undoubtedly not a 5.7 in terms of performance, but nothing is, and it is undoubtedly a lot more sophisticated engine than the more traditional 4.7 V-8. Toyota claims that the 4.6 will offer the highest performance and fuel efficiency of any regular V-8 in the full-size pickup class.
What is their method? The new V-8 is simply a slightly destroked version of the 4.7 V-8 with all the improvements included when the optional 5.7L was created.
Dual variable valve timing is included in this (VVT-i). Timing and overlap of the intake and exhaust valves are managed by dual VVT-i. Variable Valve Timing (VVT) was first implemented in the older 4.7 V-8 engine and was limited to advancing or delaying the timing of the intake valves. Due to the ability to manage both the intake and exhaust valves, dual VVT-i results in a changeable cam profile that is more elastic. That is significant.
The geometry of the cam lobes on the camshaft determines the cam profile of a typical engine, which forces the choice between high-end torque and low-end power within a specific rpm range. The longer the intake valves can remain open, the more top end power the engine can produce since at high rpm, an engine needs more air. However, if the cam keeps the valves open for a longer period of time, as with a racing cam, issues begin to arise at low rpm, limiting torque and idling ability, and increasing the likelihood that unburned fuel may leave the engine while both the intake and exhaust valves are still open. As a result, emissions are raised and engine performance is decreased.
In order to ensure that the timing is optimal at low rpm (for increased torque) and high rpm, Dual VVT-I controls both the intake and exhaust valves (for more horsepower). The catalytic converter may be heated more quickly, which improves operating efficiency and emissions since less unburned fuel is leaving the combustion chamber. Dual VVT-I should enable the 4.6 to outperform the 4.7 in terms of power at higher revs while producing the same amount of torque with a smaller displacement and less wasted fuel. That is precisely what it does.
Compression on the 4.6 can be somewhat enhanced thanks to improved electronic controls, which is another component at play. The new 4.6 uses a higher compression ratio than the original 4.7 (10.2:1 as opposed to 10:1), just like the 5.7. More compression results in each stroke having more power.
The water-cooled exhaust gas recirculation (EGR) system used by the new 4.6 V-8 lowers combustion chamber peak temperatures. The combustion process is never over-cooled in the new 4.6 because a computer controls the time and volume of cooling the exhaust gas receives before it is regenerated through the combustion chamber. Although it’s well known that the procedure boosts overall efficiency, which translates to higher mileage, cooled EGR generally benefits emissions.
The new engine uses 32-valve aluminum heads and, like the present 4.7, has a cast-iron block. (The 5.7 block is made of aluminum to decrease weight, adding to the cost.)
Even the 4.0 V-6 engine in the 2010 Toyota Tundra has the same bore, measuring 3.70 inches. In order to take advantage of the manufacturing and servicing advantages of a standardized piston, Toyota increases the displacement of the truck engine line by boosting stroke. With the exception of the 4.6, all other V-8 engines have the same bore, but a shorter stroke. Shorter strokes allow for greater revs, which increases peak horsepower.
Having more power is great, but the Holy Grail is having more power while getting better mileage. It has a lot to do with gearing. You can obtain greater mileage without compromising performance if you can generate enough power to drive larger gears. The slightly taller axle ratio and the somewhat taller Overdrive gear in the six-speed transmission are responsible for the 4.6’s taller gearing. The “new” six-speed is effectively the same five-speed unit as the 4.7, with the addition of a sixth gear with an overdrive ratio of 0.586:1. The other ratios are identical in every way. One can create a far more effective final “cruising ratio” simply by adding the tall sixth gear. Previously, the five-speed allowed for a cruising ratio of 2.94:1 overall (multiplying the axle ratio of 4.10 x 0.716 Fifth gear). We achieve a cruising ratio of 2.29:1 thanks to the six-larger speed’s sixth gear at 0.586 and the capacity to pull a taller 3.901:1 rear end ratio. End result Highway mileage increases to 20 mpg from just 16 mpg for the 4×4 and 17 mpg for the 4×2 4.7 Tundra. That represents a four mpg, or nearly 20 percent, gain. Performance is roughly the same, while the maximum towing capacity (for two-wheel drive vehicles) has increased from 8,500 pounds to 9,000 pounds.
We spent a day track testing a 2010 Toyota Tundra, measuring acceleration both loaded and unloaded, with some highway driving thrown in, to get a feeling of how it feels. The goal was to put a number on how much acceleration had been sacrificed in the name of increased fuel efficiency.
Even though the 4×4 we tested was a pre-production model rather than a finished one, its drivability was probably pretty reflective of the finished vehicle. We discovered that the 4.6 would let the truck to reach 60 mph in less than 9 seconds, with the quickest run coming in at 8.92 seconds, even when the new Tundra was hauling 25 40-pound bags of salt. The Automatic Limited Slip (ALSD) is a standard feature on the 2010 Toyota Tundra and permits some wheelspin prior to locking the differential. The drag strip at Irwindale Raceway is a sticky surface, so we were better off without any traction control since it’s intended for usage on sand or dirt. By repeatedly holding down the traction control icon on the middle stack for three seconds, we were able to turn everything off and get our quickest times. Before the truck started accelerating, there was a brief pause with the traction control engaged and a quick chirp. The truck simply drives out when the ALSD is turned off. The engine starts to pull like a train at around 3,400 rpm and keeps going until the 5,600 rpm shift point. The transmission allows for manual shifting, which we tried in a few runs, but we kept running into the rev limiter and ultimately drove far slower.
Our best 0-60 time allowed the truck to go 407 feet in 7.91 seconds during our fastest empty runs, which were just under eight seconds long. The difference between that and a hot-rod 5.7 V-8 Tundra, whose reported 0-60 times have been in the 7.20 to 7.15 range, is not all that great. We estimate that to be approximately a truck length in a 1/8-mile race, but the responsiveness of the Tundra with the smaller engine would be more crucial. The truck slides out more easily at part throttle when it is empty, and when it is loaded, it still seems like there is midrange power left to burn. With the exception of slightly higher shift points when under load, the difference between loaded and unloaded acceleration at full speed is generally not that evident. The test unit handled the first 1,000 pounds with easily, and we believe that even at its maximum load of 1,255 pounds, as stated on the door sticker, it would still feel stable and have some remaining passing power.
The new Tundra excels on the highway, traveling effortlessly and reaching 73 mph at roughly 2,000 rpm. Moreover, it is exceptionally silent. Although preliminary Toyota spec sheets do not specify any changes to the 2010 Tundra’s noise or vibration insulation, the truck appears to be significantly quieter to our ears.
Off-highway testing was not attempted, however there are certain 2010 alterations that could have an effect. To increase departure angle, the seven-pin towing hitch connector has been moved above the hitch so that it won’t be ground off when the truck pulls the hitch when coming out of a deep ditch. Additionally, we believe that the new traction control system’s switchability may make it simpler to use in mud or sand. The somewhat higher crawl ratio, however, may have an impact on four-wheeling ability due to the taller overdrive and rear axle ratio. We anticipate that the 3.91:1 rear end and 2.62:1 low range gear will provide plenty of crawling power and downhill control, but we’ll be looking much more closely at that during testing for Pickup Truck of the Year.